Automatic stop-signal system.



No. 841,403. PATENTED JAN. 15, 1967.

0. IUNGERIOH.

AUTOMATIC STOP SIGNAL SYSTEM. APPLICATION FILED SEPT.1.19()6.

3 SHEETS$HEET 1.

- I V ATTORNEYS awn; mus. Inc. mm. msnma'm r: l

Q PATENTED JAN. 15, 1907. V U. L. LUNGBRIGH. AUTOMATIC STOP SIGNALSYSTEM.

APPLICATION I'iLED-SEPT. 1.1906.

, a slums-sun: 2.

l V/TNESSES a ZLW L TO PATENTED JAN. 15, 1907.

3-SHBETSSHEBT 3.

C. L. IUNGERIOH. AUTOMATIC STOP SIGNAL SYSTEM.

APPLICATION FILED SEPT. 1.1906.

Ex HAuIST A UA? 49 K W11 s I; I D

UNITED STATESWPAT NT GFFIOE.

CALVIN LUTHER IUNGERICH, OF HARRISBURG, PENNSYLVANIA, ASSIGNOR OFONE-THIRD TO WlLLiA.\I S. REEL AND ONE-THlRD TO SAMUEL O. REEL, OFHARRISBURG, PENNSYLVANIA.

AUTOMATIC STOP-SIGNAL SYSTEM.

Application filed September 1. 1.906- Serial No- 332,980.

automatically applying the air brakes on a train of cars in case theengineer should for any reason fail to notice a danger-signal or attemptto run the train past a signal-block.

The object of the invention is to provide means operable through themedium of suit.

able actuating devices along the track for au tomatically applying thebrakes when the semaphore-arm is moved to caution or danger position,thus effectually stopping the train without attention on the part of theengineer.

A further object is to provide means for disconnecting thevalve-operating means, thereby to permit the brake-valve to be moved toreleased position. i 1

A further object is to provide gravity-actuated means for automaticallyshifting the valve to lap position after each application of the brakes,and. means whereby the valve may be operated independently of theautomatic means.

A still further object is to generally in1- prove this class of devicesso as to increase their utility, durability, and efficiency.

With these and other objects in view the invention consists in theconstruction and novel combination and arrangement of parts hereinafterfully described, and illustrated in the accompanying drawings, it beingunderstood that various changes inform, proportions, and minor detailsof construction may be resorted to within the scope of the appendedclaims. In the accom anying drawiiigsforminga part of thisspecification, Figure 1 is a side elevation of an air-brake signalapparatus constructed in accordance with myinvention. Fig. 2 is a sideelevation showing the construction of the track devices. Fig. 3 is a topplan view of one of the track devices. Fig. 4 is a top plan view of theengineers brake-valve. Fig. 5 is a side elevation of the same.

Similar numerals of reference indicate cor- Specification of LettersPatent.

Patented Jan. 15, 1907.

respondingv parts in all of the figures of the drawings. I

In the accompanying drawings, 5 designates the track, upon which ismounted for travel a locomotive 6 of any approved construction, in thecab 7 of which is positioned the engineers brake-valve 8. The valve 8 isprovided with the usual operating-lever 9, and extending laterally fromthe pivoted end of said lever is a flange or plate 10, having a slot orrecess 11 formed therein and opening through the periphery of theflange, as shown. Extending from the valve-casing at the upper endthereof are spaced arms 12, connected by a longitudinally-disposed bar13 and defining a slot or guideway 14 for the reception of a slidingblock or cross-head 15. The bar 13 is detachably secured to the arms 12by screws or similar fastening devices 16,whereby the cross-head 15 maybe readily removed from or positioned within the guideway 14.

. Pivot-ally mounted on the block 15 is a .pawl 17, one end of which isprovided with a threaded extension 18, which extends through the blockor cross-head 15, while the opposite end thereof is provided with adepending lug 19 adapted to enter the slot 11 for movingthe valve tooperative and inoperative position. Pivotally mounted on the extension18 and secured thereto by a clampingnut 20 is a link 21, the oppositeend of which is pivotally connected to a vertically-reciprocating rod22, which extends through a tube or guiding member 23 and is providedwith a terminal weight or knob 24, constituting a tappet adapted toengage the track devices or cams, aswill be more fully explainedhereinafter. The guide 23 is secured in position by lateral braces 25,secured in any suitable manner to the walls of the cab 7, there being anauxiliary guide 26 arranged within the cab near the engineers valve, asshown. Extending laterally from the valvecasing and secured thereto inany'suitable manner, as by screws 27, is a bracket 28, the free end ofwhich is bent upwardly to form a yieldable arm 29, having an inclined orcam face 30, adapted to engage the correspondingly-inclined face 31 ofthe pawl 17, the latter being provided at its free end with a curved orrounded surface 32. It will thus be seen that when an upward pull isexerted on the rod 22 the cross-head 15, through the medium of the link21, will move the pawl 17 laterally, and thus rotate the handle 9 toservcleared said arm. When the upward movement of t ressure on the rod22 is released, the weigl t 24 will, through the medium of the pawl 17,return the lever 9 to lap position, thus holding the brakes ap lied. Theinitial rearward lie'pa'wl 17 will cause the inclined face to engage theinclined face 31, so' that after the lever 9 has been moved to lapposition the lug 19 will be lifted out of the slot 11 and in position toagain engage the slot 11 when the tappet is again actuated to apply thebrakes; The pawl 17 is provided with a handle or finger-piece 33, bymeans of which the pawl 17 may be manuall lifted out of the slot 11,thereby to permit the engineer to operate the lever 9 independently ofthe automatic me ans.

, 'As a means for automatically operating the engineers brake-valvethere is provided one or more stationary tappets or cams dis posed atpredetermined intervals along the i track 5 and each consisting,preferably, of a platej34, the opposite ends of which are defiecteddownwardly and connected to the cross-ties '35 by suitable coil-springs36. A

Disposed in alinement with the apex of each of the tappets or plates 34and secured in any suitable manner to the adjacent crosstie 35 arespaced brackets 36, in which is journaled a stub-shaft 37, one end ofwhich is provided with a crank-arm 38, While the. opposite end thereofis provided with alifting member or arm 39, adapted to engage theadjacent wall of the plate 34 and elevate the same above the track-railswhen the lifting device 39 is moved to operative position.

Arranged on one side of the track and spaced at any desired distancefrom the adj acent cam or track device 34 is a post or standard 40, onthe upper end of which is pivotally mounted a semaphore-arm 2]., thelatter being provided with a'crank-arm 42, to which is secured a cordorcable 43. The capic 43 passes over suitable pulleys or rollers 44 or theother of the lifting devices 39, and thus project the cams or plates 34and 34 above the adjacent surface of the track and in the path ofmovement of the knob or tappet 2 4.

The elevating devices 39 are so positioned on the shafts 37 that whenthe danger-signal is displayed at the semaphore-arm the cam or trackdevice 34 will be elevated so as to ac tuate the tappet 24 and move thelever of the i brake-valve to service position, while the tappet orplate 34 will be elevated above the track a sufiicient distance to causethe tappet above the track and in the path of movement. of the knob ortap et 24. As the train approaches the signa -s tation the knob ortappet 25 will ride over the inclined surface of the cam and through themedium of the rod 22 and pawl 17 move the valve-lever 9 to serviceposition, the weight of the knob 24 automatically returning the lever 9to lap position as soon as the knob 24 is disengaged from or passes thecam 24, thus applying a service application of the brakes and warningthe engineer of danger ahead. Should the engineer after receiving thefirst warning fail to release'the pawl 17 and apply theemergency-brakes, thelocomotive in its forward movement will cause thetappet 24 to engage the inclined face of the cam 34, thus elevating therod 22 a reater distance, and thereby causing the paw 17 to move thebrake-lever 9 to emergency position. As soon as. the tappet 24 clearsthe cam 34 the weight of the knob will automatically return the lever tolap position, thus holding the emergency-' -it is desired to operate theengineers valve independently of the automatic means, the pawl 17 islifted from the slot 11 by exerting an upward pull on the linger-piece33, thus permitting the engineer to move the lever 9 I and apply thebrakes independently of the automatic means.

gineer's brake-valve, a track device, means operable by thetiack devicefor moving the valve to brake position, and means for automaticallyshifting the valve to-lap position when the valve-operating means isreleased.

operable b y the track device for automatically moving the valve tobrake position, and grav- -'it v-actuated means for shifting the valveto lap position when the valve-operating means is disengaged from thetrack device.

3. l-ln a'ir-brake apparatus including an engineers brake-valve, a trackdevice, means perable by the track device for automatically moving thevalve to brake position, means for shifting the valve to lap positionwhen the valve-operating means is released, and means for operating thevalve independently ol' the automatic means.

-l. An air-bral e apparatus including an engineer's bral e-valve, atrack device, means operable by the track device forautomatically movingthe valve to brake position, means for shifting the valve to lapposition when the valve-operating means is disengaged l'rom the trackdevice, and means for disconnecting the valve-operating means from saidvalve.

An air-brake apparatus including an engineers brake-valve, a trackdevice, a pawl operatively connected with the valve and actuated by thetrack device for moving the.

valve to brake position, and means for shifting the valve to lapposition.

6. An air-brake apparatus including an engineer's brake-valve, a trackdevice, a pawl operatively connected with the valve, means dependingfrom the pawl and extending in the path of movement of the track devicefor moving the valve to brake position, and

means for moving the valve to lap position when the track-engaging meansis released.

7 An air-brakeapparatus including an en gineers brake-valve, a trackdevice, a pawl operatively connected with the valve, a tappet carried bythe pawl and adapted to engage the track device for moving the valve tobrake position, said tappet being weighted thereby to shift the valve tolap position when i the tappet is disengaged from the track device.

8. An air-brake apparatus including ail engineers brake-valve, a trackdevice, a pawl operatively connected with the valve, a tappet dependingfrom the pawl and adapted to engage. the trackdevice for moving thevalve to brake position, gravity-actuated means tor shifting the valveto lap position W hen the tappet is disengaged from. the track deviceand means for disconnecting the pawl from the valve thereby to permitthe valve to be operated independentlyof the. automatic means.

9. An air-brake apparatus including an engiiiecrs brake-valve, a guidesecured to the casing of the valve, a cross-head slidably & mounted inthe guide and 0 eratively connected with the valve, a trac device, a tappet de pendingfrom the cross-head and adapt- 2. An air-brake apparatusincluding an en- 1 gineer's bralge-valve, a track device, means i ed toengage the track device for moving the valve to brake position, andmeans for automatically shifting the valve to lap position when thetappet is disengaged from the track device. i

10. An air-brake apparatus including an engineers brake-valve, a trackdevice, means operable by the track device for automr tically moving thevalve to service or emergency position, and gravity-actuated means forautomatically shift the valve to lap position when the tappet isdisengaged from the track device.

12. An air-brake apparatus including an engineer's brake-valve, aplurality of track devices movable alternately to operative posit-ion,means operatively connected withthe valve for moving the latter toserviceposition when the valvgroperating means engages one of the trackdevices, said valve being moved to emergency position when the operatingmeans engages the opposite-track device, and gravity-operatin means forautomatically returning the valve to hipposition after being disengagedfrom the track device.

13. An air-brake apparatus including an engineers brake-valve,aplui'ality of track devices movable successively to operative position,a pawl operatively connected with the valve, a tappet depending from thepawl and extending in the path of movement oi the track devices formoving the valve to serv ice position when the tap et engages oneo'i'said track devices, said va ve being moved-t0- emergency position whenthctappet engages the opposite t/rack device, and means-carried. by thetappet for automaticallyreturning the valve to la tion of the bra es.

position after each-applicacamfaces, astu'b-shaft having a cra' -armengineers brake-valve,.a pawl adapted to enbrake position, means'foraut'omaticallylrefor automatically returning the'valve to lap erativelyconnected with the valve and the signal and the crank-arm, meansoperait. An airl rakeapparatus including an engineer's hrakwvalve, asignal, track devices opcratively connected with the signal, meansoperated by the trackdevice for movv ing the valve successively toservice and emergency position when dillerent signals are displayed, andgrai' 'ity-actuated means position after -each application of thebrakes. 15. An air-brake apparatus including an engineers brake-valve,spring-pressed track devices, a signal operatively connected with thetrack devices for successively moving the track devices to operativeposition when different signals are displayed, a pawl operativelyconnected with the brake-valve, ,a tappet depending from the pawl andadapted to engage the track devices'for moving the brake valvesuccessively to service and emergency position, means for returning thevalve to lap position when the tappet is disengagedfrom-the trackdevices, and means for disconnecting the pawl and valve thereby topermitthe operation of the valve independently of the automatic means.

. 16. An air-brake-app'aratus including an engineers brake-valve,spring-pressed track devices having cam-faces, lifting-arms for movingthe track devices to operative position, a signal, a flexible mediumconnecting the lifting device with the signal, means opadapted to engagethe track devicesfo'r 111OV' ing the valve to brake position,-andgravityactuatedmeans for automatically returning the valve to lapposition'aftereach applica-' tion of the brakes. 1'7. An air-brakeapparatusincluding an engineers brake-valve, a yieldably-supportredtrack device having operalti-vely dis osed at one end thereof andlifting-arm at the other for elevating the track device'to operativeposition, a signal, a connectionbetween' tively connected with the valveand adapted to engage the track devices for moving the valve to brakeposition, and means'for automaticallyreturning the valve to-lap positionwhen the valve-operating means disengaged from the track device.

18. An air brake apparatus, including an gage a slot in the valve, atrack device, meansconnected with the pawl and adapted to engage thetraokdevice for moving the valve'to turning the valve to lap position,and a cam extending in thepath of movement of the pawl for releasing thelatterfrom the slot when the valve is returned to lap position.

19. An air bra ke apparatus including an engineers brake-valve, a pawladapted to engage a slot in the'valve, a traclr device, a tappetdepending from the nawland adapted to engage the track device for movingthe valve to brake position, means for automatically returning the valveto lap position, a name);- tending in the path of movement of the pawlfor disengaging the pawl from the slot when the valve is shifted to lapposition, and a finger-piece carried by the pawl for manuallydisengaging the pawl, thereby to permit the valve to be operatedindependently of the automatic means.

20. An air-brake apparatus including an engineers brake-valve, a guide,a cross-head slid ably mounted in the guide, a pawl pivota'lly mountedon the-cross-head and adapted to engage a slot in thevalve, the free endof the pawl being providedv with an inclined face, a track device, atappet pivotallygmounted on the cross-head and adapted to engage thetrackdevice for moving the valve to brake tion, said cam being adaptedto engage the inclined Iace of the pawl for disenga ing the latter fromthe slot in the valve when the valve is moved to lap position,

21. An air-brake apparatus includin an engineers brake-valve, a guide, acrosse ead slidably mounted in the. guide,'a pawl ivotally mounted onthe cross-head and a apted to engage aslot in the,;valve,..thefreeend ofsaid valve being rounded and provided with an inclined face, a trackdevice,- a'link pivoted to the cross-head, a tappet pivoted to thelinkand adapted to engage the-track device, for moving the valve tobrakeposition, a yieldable arm provided with a cam-face adapted to engage thecurved end of the pawl when the valveis moved to'brake position, meansfor moving the valve to lap position, said cam being adapted to' engagethe in- ,clined face of the pawl for disengaging the latter from theslot when the valve is moved to lap position. 22. An air-brake apparatusincluding an engineers brake-valve, a flange exte'nding laterallyl'romthe lever ofthe valve and provided with a slot, a guide, across-head slidioo IIO

ably mounted in the guide, a pawl ivotally mounted on the cross-head anda apted to engage the slot, a track device, a ta pet operativelyconnected with the crosslead and adapted to enga e the track device formov-' ing the valve to rake position, means for returning the'valve tolap position, and a cam yield ably supported in the path of movement ,ofthe. pawl for disengagin the latter from the slot in the flange when 'te valve is moved to lap position.

'23., An air-brake apparatus including an engineer" s brake-valve, aflange extending laterally from the valve and provided with a slot, aguide,a cross-head slidably mounted .in the guide, apawl pivotallymounted on the cross-head and having its free end rounded and providedwith a depending lugadapted to engage a slot in the flange, said pawlbeat said lug, a track device,

gage the track device for moving the valve to rake position, a camyieldably supported in i the path of movement of the pawl and adapted tobe moved laterally by engagement with the curved face of the pawl whenthe valve is moved to brake position, means for shifting the valve tolap position, said cam being adapted to engage the inclined face of thepawl for disenga the flange when t sition.

engineers brake-valve, laterall from the operatmgdever and provided witha slot, a guide, a cross-head slidably mounted in the guide a pawlpivotally mounted on the cross-head and adaptedto i engage the slot, atrack device, a link pivoted to the cross-head, a tappet iivote'd to thelink and ada'ited to engage t e trackdevice for moving t e valve tobrake position, said tap'oet being weightednthereby to automatical ymove the valve to lap positionvvhen the tappet is disengaged from thetrack device, and a finger-piece carried .by the pawl for disengagingthe latter from the flange.

25. An air-brake apparatus including an engineers brakevalve, a flangeextending laterally from the lever of thevalve and provided with a slot,arms extending vertically from the valve-casing and connected by adetachable bar forming a guide, a cross-head slidably mounted in theguide, a pawl -ivotall mounted on the to engage the slot, a link securedto the crosshead, a track device, a tappet secured to the opposite endofthe link and ada ted to engage the track device for movingt e valve tobrake position, said tappet bein 'wveighted therebyto automaticallyreturn t e. valve to.

lap position when the tappet is disengaged ing the lug from the slot in1e valve is moved to lap poslot in the l cross-head and a apted i i fromthe track device, and means for manually disengaging the pawl from theerated independently of the automatic means. 26. An air brake apparatusincluding an i engineers brake-valve, meansfor automaticallyinoving thevalve tobrake position, land means for automatically shifting the valveto lap position when the valve-operat- F ing means is released.

' 27. An air-brake apparatus including an engineers brake-valve, meansfor automatically moving the valve to'lbrake ositlon, I means forautomatically shifting t e valve to lap position when thevalve-operating l means. 28. An air-brake apparatus including an iengineers brake-valve, means for automatically moving the valve toservice or emergency position, and means for shifting the valve to lapposition when thevalveoper'atling means is released.

29. An. air-brake apparatus including an i engineers brake-valve,.asignal, means operl atively connected with the signal for moving thevalve to brake posit-ion when a si nal is displayed, and means forautomatically returning the valve to lap position after the'alve-operating means is released.

' 30. An air-brake apparatus including an engineers brake-valve, asignal, means operatively connected with the signal for moving the valvesuccessively to service and emergency position when different signalsare dis i played, and means for automatically return- 1 ing the valve tolap position after each application of the brakes.

In testimony that I claim the foregoing as i my own I have heretoaflixed my signature in the presence of txvo witnesses. l CALVIN LUTHERIUNGERICH.

\Vitnesses HARRY G, HERMAN, SAHRATORE PUGLlESE.

slot in the valve thereby to permit the latter to be opmeans isreleased,and means for operating. 24. An air-brake apparatus including an.i', thevalve independently of the automatica flange extent-ling,

